And stabilizing



E. M. BLAGKSHER.

STARTING, STOPPING, AND STABILIZING APPLIANCE FOR AEROPLANES.APPLICATION FILED sum-12. 191a.

1,3 1 l ,377, Patented July 29, 1919.

4 $HEETSSHEET lr fittmega E. M. BLACKSHER.

STARTING, STOPPING, AND STABILIZING APPLIANCE FOR AEROPLANES.

APPLICATION mu) SEPT, I2. 1918.

Patented July 29, 19W.

4 SHEETSSHEET 2.

E. M. BLACKSHER.

STARTING, STOPPING, AND STABILIZING APPLIANCE FOR AEROPLANES.APPLICATION mu) SEPT,12. 1911;.

1,3 1 1,377, Patented July 29, 1919.

4 SHEETS-SHEET 3.

' wuautm E. M BLACKSHER. STARTING, STOPPING, AND SIA-BILJZING APPLIANCEFOR AEROPLANES.

APPLICATiQN FILED SEPT. 1.2. 1.9.18. I 1,31 1,377. Patented July 29, 1919.

4 SHEETS-SHEET 4- @wventoi ERASMUS M. BLACKSHER, OF BREW-TON, ALABAMA.

STARTING, STOPPING, AND STABILIZING APPLIANCE I OR AEROPLAN ES.

Specification of Letters Patent.

Patented July 29, 1919.

Application filed September 12, 1918. Serial No'. 253,780.

T 0 all whom it may concern .Be it known that I, ERASMUS M. BLAQK SHER,a citizen of the United States, residing at Brewton, in the county ofEscambia, State of Alabama, have invented a new and useful Starting,Stopping, and Stabilizing Appliance for Aeroplanes and I do herebydeclare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which itappertains to make and use the same.

This invention relates to an improved aeroplane.

It has been observed that the majority of disasters to aviators resultfrom what is called the nose dive and the tail spin, therefore theobject of the present invention is to provide improved means applicableto aeroplanes and particularly adapted. for stabilizing or holding theaeroplane on even keel, that is substantially horizontally, therebyovercoming .or avoiding the nose dive or the tail spin, in order toobviate or lessen the percentage of disasters.

- The invention further aims to provide horizontally operatingpropellers in gear with the motive power of the aeroplane, that is atwill of the operator, for the purpose of stabilizing the airplane, andto attain this result it is the aim to operate the horizontal propellersin opposite directions, in order to attain the best eflect towardequalizing and balancing the plane. For instance, should the operatorobserve that his craft is on the verge of taking a nose dive, or a tailspin (in case the craft is of the push-- ing type instead of the pullingtype) the operator may actuate a clutch mechanism, so as'to put thehorizontal propellers in gear with the motive power, and since thehorizontal propellers are operating in the opposite directions, oneequalizing the other, the craft or aeroplane may be easily and quicklyrighted or stabilized, hence overcoming the nose dive or the tail spin.

The invention further aims to provide concaves or turrets in thelowerplane of the craft, in which the horizontal propellers are housed, thepropellers in this case presenting a conical shape during theirrevoluble'movements, since the blades are disposed with relation to thehubs of the propellers, in order to conform to the contour of theconcaves or turrets.

The invention further aims to mount the horizontal propellers to revolvein planes parallel with the planes of the craft, regardless of whetherthe planes extend horizontally from or at angles to the fuselage or thebody of the craft.

The objects in disposing the blades at angles to the hub of thepropellers to give a conical appearance or shape during their rotations,is to offer a substantially parachute resistance to the air, to moreefli'ectually stabilize the planes.

The invention further aims to provide suitable wind shields of anysuitable or necessary shape, preferably convexed or partially conical,such as ma extend a slight distance forwardly, where y' the headonresistance of the air may be thrusted from the propellerswhen they arenot in action.

It has been further observed that aviators encounter disadvantages ordifficulties in starting and stopping the air craft and a further aim ofthe invention, is that the twin propellers revolving horizontally and inopposite directions greatly minimize such disadvantages or difficulties,and allow the operator to bring the craft to a gradual stop, suchpropellers will also permit aviators to gradually and. easily starttheir crafts, and in either case stabilize the aeroplane.

In practical fields the details of construction may necessitatealterations falling within the scope of what is claimed.

The invention comprises further features and combination of parts ashereinafter set forth, shown in the drawings and claimed.

In the drawings Figure l is a view in front elevation of the improvedstabilizing means as applied to an aeroplane.

Fig. 2 is a plan view on line 22 of Fig. 1 showing the top plane removedand the fuselage partly in section, illustrating the stabillzing means,as applied.

Fig. 3 is an enlarged detail plan view of the clutch and gearconnections between the horizontal rotating propellers and the engine.

Fig. 4 is a detail sectional view on line 44 of Fig. 2.

Fig. 5 is an end view of another form of aeroplane, showing thecombination starting,stopping and stabilizing appliance applied thereto,showing the planes inclined slightly upwardly and laterally.

Fig. 6 is a plan view, showing another form of clutch mechanism for thedriving means, and showing housing devices for the of the modified formof clutch mechanism between the gearing and driving means. D Fig. 8 isan enlarged detail view of the means for actuating the clutch.

Fig. 9 is an enlarged detail sectional view of the gearing between adriven shaft and one of the stabilizing devices.

Referring more especially to the drawings, 1 designates .the body or thefuselage of the aeroplane, and which may be any suitable shape orconfiguration and may be constructed in any suitable manner. Thefuselage or body is mounted upon a frame 2 having supporting wheels 3,and the tail end of the fuselage is provided with the usual laterallyextending fins or planes 4, to which the rear lifting planes 5 arehingedly' connected at 6. The tail end of the fuselage is alsoprovided'with the usual vertical finsor planes 7 to which as at 8 thesteering plane 9 is hingedly connected. Projectingflaterally from thefuselage 'or body is the lower main plane 10, and 11 denotes the uppermain lane, which extends transversely: of the uselage and spacedabovethe same, there being the usual vertical stays 12 connecting theupper and lower main planes. A conventional form of asolene motor orengine 13 i s mounted in t e fuselage, and the forward end of the engineshaft 14- is rovided with a pulling propeller 15, an keyed at 16 to therear end of the engine shaft is the hub 17 of a conventional form ofconical or cone shaped friction-a1 edge 19 of a clutch member designedto cotiperate with a similar conical interior surface 20 of the clutchmember 21, the stub shaft 22 (which is axially alined with the engineshaft) .of'which is mounted in a bearing 23 which is fastened at 24 tothe interior of the bottom of the fuselage. A bevel gear 25 has its hub26 pinned as at 27 to the stub shaft 22. A bracket 28 is secured to theinterior of the bottom of the fuselage as at 29. The hub 17 of theclutch member 18 has a reduced part 30 for the reception of the collar31. A nut 32 is threaded on the reduced part of the hub to hold thecollar 31 on the reduced part so that it may freely rotate in thecollar. The collar is provided with laterally extending pins 33 and 34.A spring 35 connects between the pin 34 and the pin 36, which projectslaterally from the rear part of the engine casing. A suitable lever 37is pivoted at 38 to the bracket 28 and has a slot connection with thepin 33, so that by moving the lever pivotally in one direction theclutch member 18 may be disengaged frictionally from the clutch member21, and when moved in the opposite direction the clutch member 18 mayfrictlonally engage the clutch member 21. Mounted in bearings 39 whichprojectupwardly from the interior of the bottom. of the fuselage areshafts 40, which rotate in opposite directions as indicated by thearrows a and I), and their adjacent ends have, bevel gears 41 meshingwith the bevel gear 25. The shafts 40 extend at angles to each other andtheir outer ends are mounted in bearings 42, which ,rise upwardly fromthe upper surface of the lower plane, there being collars 43 pinned onthe shafts 40, which together with the hubs of the bevel gears 41engaging the bearings 39 prevent axial movements of the shaft 40. Thelower plane near its end is provided with upwardly concaved depressions44, which are partly spherical shape, and

mounted in bearings of and centrally in these concavities are shafts 45and on their upper ends bevel gears 46 are secured by pins 47, and ontheir lower ends the hubs 48 of the propellers 49 are secured by pins 50there being spacing collars 51 between the hubs 48 and the walls ;of theconcavities 44. The outer extremities of the shafts 40 are provided withbevel gears 52 and 53, which mesh with the bevel gears 46, so as torotate the propellers 49 in opposite directions, as indicated by thearrows c. The blades of the propellers 49 may be constructed of anysuitable material, either wood or metal, preferably the latter, and maybe any suitable shape, preferably wide fan-like slightly helical shape.Furthermore the blades of the propellers 49 may extend from the hubs 48in such a manner as shown as to conform to the concavities or turrets4-4of the lower main plane, so that when the-propellers are revolving,the planes in which they rotate will appear conical or spherical. Bymeans of these revolving propellers, a substantially parachuteresistance is offered to the air, whereby together with the oppositerotations of the propellers acting to stabilize the air craft and avoidnose diving or tail-end spinning. The forward edge of the main lowerplane near its ends, and the under part of the plane carry suitable windshields or protectors 53, which are of the shape shown, and are extendedslightly forwardly and act to thrust the head on resistance of the airfrom the propellers when they are not in action. In the operation whenthe aviator quickly observes that possibly the air craft will take anose dive, or a tail spin (in case the air craft is of the pushing typeinstead of the pulling type), the lever 37 may be quickly oscillated,moving the-clutch member 18 in frictional contact with the clutch member21, which will impart movements to the shafts 40 in opposite directionsand will be revolved in opposite dlrections, consequently r ghting 0rstabilizing the air craft and exerting alifting action thereon thepropellers 49- thereby overcoming or minimizing disaster due to enddiving. The clutch members and all the bearings of the propeller shaftsare designed to permit of free movement, consequently may operate in oilcontainers (not shown), or such bearings and clutch members may be welllubricated in any. suitable manner (not shown).

In Figs. 5 and 6 there is disclosed a modification of the aeroplane,which is of the monoplane type, and in this showing the planes inclineslightly upwardly and laterally, and are of the shape in plan view, asshown in Fig. 6. Also in this type of machine the lanes are braced orreinforced below by t e tie rods 54, which connect between the fuselageand theouter portions of the planes 55. Rising upwardly from thefuselage, as shown in Fig. 5 is'a standard or upright 56, and connectedbetween this standard or upright and the outer ends of the planes arebracing tie rods 57. y

In Figs. 5 and 6, 7 and 9 the gearing between the shaft 22 and thepropellers 49 is the same as that shown in Figs. 1 and 2, and 3 and 4.However, belt connections for transmitting power may be employed in lieuof the gearing. Also in Figs. 5, 6 and 9 the turrets or concavities 44are dispensed with, and also are the wind shields 53. However, inFigs.5'and 6 suitable elon gated housings 58 are provided for the shafts 40and the gear connections between said shafts and the stabilizingpropellers 49. These housings 58 are secured at 59 to the upper surfacesof the planes, as shown clearly in Fig. 6. The inner ends of thehousings 58 are connected in any suitable manner at 60 to the wall ofthe fuselage or body of the aeroplane, as shown in Fig. 6. The outerends of the housings may or may not be open. However, they are shown aspreferably open, in order to permit access to the gears 46, 52 and 53when the occasion arises.

In Fig. 7 and also in Fig.6 a modified form of clutch mechanism isprovided, which consists of a cone clutch 61, which may be connected tothe engine shaft 14 in any suitable manner preferably integral. Theshaft 22, which carries the gear 25 is mounted in a bearing 62, which iscarried by the bottom of the interior of the fuselage, there beingcollars 63 and 64 secured by pins 65 on the shaft 22, to prevent axialmove-' ment of the same. A shaft 66 is mounted in a bearing 67 rotatablyand slidably. This bearing 67 is also carried by the bottom of theinterior of the fuselage. One end of the shaft 66 has a rectangularsocket 68 to slidably receive the reduced extension 69 of the shaft 22.This extension 69 is also rectangular in cross section, whereby the twoshafts 22 and 66 may rotate together. The other end of the shaft 66 haskeyed thereto as shown at 70 a clutch cone or member 71. Loosely mountedupon the shaft 66 is a sleeve 72 provided with an annular flange 73, andarranged between the sleeve 72 and the cone clutch 71 is a washer 74 ofany suitable material preferably bronze, so that the cone 71 will freelymove. Secured by a pin 75 to the shaft 66 is a collar 76, between whichand the sleeve 72 a washer 77 of any suitable material preferably bronzeis interposed in order to lessen friction. The sleeve 72 has a lateralarm 78, between which and the lug 79 a coil spring 80 is connected, to

hold the cone clutch 71 normally out of engagement with the cone clutch61. As shown in Figs. 6, 7 and 8, a plate 81 is countersunk in thebottom of the fuselage and secured by screws 82. This plate 81 has anelongated siot 83, and projecting downwardly from the plate 81 arespaced ears 84, which protrude through the opining 85 in the bottom ofthe fuselage. A lever 86 is pivoted at 87 between the cars 84, andoperates in the slot 83. The lever 86 has a foot engaging end 88.whereby the lever may be actuated manually. A lateral pin 89, whichprojects from the lever 86,- is provided with a roller 90, adapted tobear against the annular flange 73. It is to be observed that instarting to ascend, and beginning to descend for alighting on theground, the operator or aviator, may, by foot pressure, actuate thelever 86, moving thesleeve and the shaft 66 axially, by reason of theroller 90 contacting with the flange 73, so as to move'the clutch member71 frictionally in contact with the clutch member 61, thereby drivingthe shaft 66, and transmitting power to the stabilizing propellers 49through the gears 25, 41 and 46 and. 52 and 53. By means of thesepropellers 49, an aviator may avoid tail end spins or nose dives. It hasbeen observed that birds when once in the air soar or sail, and it hasbeen observed that when they increase or decrease their flight, or whenstarting or. stopping, that is to ascend, or to descend to alight, theyusually flap their wings, and corresponding to this principle, it is theaim of the present invention to utilize the stabilizing propellers 49,operating clockwise and counter-clockwise toward the center of theaeroplane, and whereby with their further gyroscopic actions upon theaeroplane, tends to reduce side slipping, tail end spins and nose divingto a minimum. It is to be understood that in building this aeroplane andapplying the stabilizing propellers that belts and pulleys may besubstituted for the gears and vice versa, or the turrets used or notused, and furthermore it is obvious that stabilizing propellers may beapplied to any type of aeroplane, either mono-plane, bi-plane or ,maynot be' inclined upwardly and outconcaved turrets, of propellers mountedin' and conforming to said turrets and operable in opposite directionsfor stabilizing the air craft, and means in advance of the under part ofsaid turrets for thrusting the head on resistance of air from thepropellers.

2. The combination with one of the main planes of an air craft providedwith under concaved turrets, of propellers mountedin and conforming tosaid turrets and operable in opposite directions for stabilizing the aircraft, and means for operating said propellers in opposite directions.

3. The. combination with one of the main planes of an air craft havingits under surface at both ends provided with spherical concavities, ofpropellers operating in opposite directions in said concavities, shieldscarried by the under surface of the frame near its forward edge and inadvance of the propellers for thrusting the head-on resistv ance of airfrom the propellers, and means for operating the propellers in oppositedirections. r

4. In an air craft comprising a fuselage and motive means therein, thecombination with the'mainfplanes carried by and project.- ing laterallyrom the fuselage of stabilizing propellers mounted upon the under partof one of said planes-and being revoluble in opposite directions inhorizontal planes, the under part of said plane having sphericalconcavities in which and with which said propellers operate and conform,means in advance of said propellers for thrusting the head on resistanceof air from the propellers, gear connections between the propellers andthe motive means for operating the propellers in opposite directions,and means in said gear connections for throwing the connections in andout of gear with the motive means. I

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

ERASMUS M. BLACKSHER.

Witnesses:

JOHN D. LEIGH, JULIA TIPrINs.

Copies 01 this patent may be obtained for five cents each, by addressingthe "Commissioner oi Patents.

Washington, D. 0. 1

